Car-truck



(No Model.) 2 Sheets-Sheet 1.

M. G. HUBBARD.

GAR TRUCK- No. 326,652. Patented-Sept. 22, 1885.

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flttorney 2 Sheets8heet 2.

(No Model.)

M. G. HUBBARD.

GAR TRUCK.

No. 326,652. Patented Sept. 22, 1885.

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UNITED STATES PATENT @rrrcia MOSES G. HUBBARD, OF NORRISTOYVN, PENNSYLVANIA.

CAR-TRUCK.

'JZ ECKPICATION forming part of Letters Patent No. 326,652, dated September 22, 1885. Application filed September 5, 188-1. (No model.)

To all whom it may concern.-

Be it known that I, Mosns G. HUBBARD, of N orristown, county of Montgomery, and State of Pennsylvania, have invented a new and useful Improvement in Ca1'-lrucks, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification.

My invention relates to an improvement upon the car-truck described in my pending application, filed April 12, 1884, and more particularly to the suspending of the torsion rods or springs which uphold the bolster upon pendent vibrating links arranged to re sist and regulate the lateral play of the bolster, and to the construction of the bearings for the working ends of the torsion rods or springs, whereby the latter are adapted to roll in said bearings, thereby obviating the frictional resistance consequent upon a sliding movement of the rod or spring, and making the latter more delicate in action and more durable than when the spring is made to slide in its bearings.

It further relates to the combination of the torsion rods or springs which support the bolster with bars secured to the lower face of the bolster, and arranged, in combination with transverse bars of the truck-frame, to limit the upward movement of the bolster; also, to the combination, with the bolster and transverse truck-frame bars, of suitable bars or pieces connected with the upper side of the bolster for limiting its downward movement in such manner as to leave sufficient vertical play of the bolster to accommodate the proper working of the supporting-springs.

It further relates to the arrangement of the swinging bolster and its attachments relatively to the support-ing cross bars or sills of the truck frame, whereby said cross sills are adapted to hold the bolster safely in position should any of the supports of the latter break or become detached, and at the same time to leave the bolster free to move independently of the sills while in operation.

It further relates to the manner of combining the long reourved torsion rods or springs supporting the bolster with the truck-frame by means of pendent links adapted to allow the bolster to swing freely in every direction,

except as its movements are limited by devices hereinafter described.

.It further relates to the combination, with the bolster, its springs, and outwardly-inclined sustaining-links, of'draft links or rods pivoted to the trucleframe and bolster, and serving to limit the backward and forward movement of the bolster and of the car-body connected therewith, to remove the draft of the truck from the vertical supports of the bolster and its springs, and to assist the outwardly-inclined links which uphold the bolster and its springs in controlling the lateral movement of the bol Ster.

It further relates to the construction of the truck-frame and to the combination of the journal-boxes for the axles directly, with the ends of the longitudinal sills projecting beyond the cross sills or bars, all of the latter being arranged between the axles, thereby forming a short and compact truck frame, all as hereinafter described; and it further relates to the manner of suspending the brakebars from the truck-frame, and to the combination, with the latter, of pendent loopbrackets which permit the required movement of the brake bars, giving increased steadiness thereto, and serving as a safety attachment to saidbars in case of accident to their other supports.

Ihave found that in the ordinary construction and arrangement of these parts the entire friction caused by the whole draft of the train intervenes between the wheels and the cars to prev'entthe free vertical and lateral vibration oftlie wheels and cause them to communicate a large portion of the force of their jar or vibration to the cars, the same as if connected by rigid supports, and howeverdelicate the springs might be, their vibrations would in a great measure be destroyed by this friction,which must first be overcome before they would act. The aggregate offriction amounts (to the full extent of its vertical force) to perfectly rigid and solid supports and connections between the wheels and the cars, and is the first cause of the great vibration and noise communicated to the cars by the wheels in all of the ordinary forms of car-trucks. Vhen this, to a great extent, solid support or connection between the car-body and wheels is remedied by the practically frictionless raft-links or their equivalent, and the car LII'lQd on my long circumferential springs, early all communication of vibration and )ise from the wheels to the car is removed. In the accompanying drawings, Figure 1 is bottom view ofa car-truck with my improve- .ents applied; Fig. 2, a side elevation of the tune; Fig. 3, a vertical longitudinal section 1 the line as m, Fig; 1, and Fig. 4 a side eleation of one of the torsion-spring journaloxes detached, with the spring in place ierein in section.

A A represent the side longitudinal sills F the truck-frame, B B B B the transverse lls, and O and O the axles mounted directly 1 hearings in the ends of the side sills, A and projecting beyond the outer cross sills or ars, B and B, as shown.

D is the bolster. arranged between the inrn1ediate cross bars or sills, B and B, a the l'thwheel or central support on said bolster n which 1he.car-body rests, and b 12 bars or ieces attached to the ends of the bolster, on s upper side, with their ends overhanging .ie crossbars B and B, said pieces servingto ;eady the car-body and to limit the downward iovement 01" the bolster should any of its suports become broken or detached.

E E are longitudinal bars secured to the nds ot the bolster, on its lower face or side, nd which, underlying the transverse bars B nd B, serve to limit the upward movement f the bolster. The long U-shaped or recurved orsion rods or springs F, described in my ormer application referred to, are secured to hcse bars E and E, and the free or crank ends hereof are secured in bearings f thereon, which are slightly elongated to permit the ods to roll in the bearing, thereby avoiding, within certain limits, the friction resulting rom the revolving of a round journal in a ylindrical bearing, and rendering the spring more sensitive than where the ordinary cylinlrical bearing is employed. Beyond the limit )rovided for the elongation of the bearings or the rolling of the rods the latter can roate in the bearings in the usual manner, there- )y bringing into action the frictional resisttnce referred to, to prevent excessive move.- nent of a torsional strain upon the rods or iprings.

d d d d are the links by means of which the aprings are suspended, said links being connected at their upper ends,by suitable eyes or )earings,with the transverse bars B and B, or )ther suitable points on the truck-frame, and ncline outward laterally to their lower ends, zvhere they are connected by suitable eyes or Jearings with the ends of the cranks on the ;orsion rods or springs, as shown.

It requires but a slight elongation of the ournal-boxes f to permit all of the rolling novement required for the ordinary vertical vibrations of the car-wheels, and then the jourial portion of the spring comes in contact with ;he circular end of the box during the balance )f its movement, and acts in it precisely as if the journal-box were round, because the tendency is to roll up against the end of the box. This'journal-box should be so proportioned that the spring will roll up against the end of the box immediately upon finishing its ordinary vibratory movement, which is but slight,- and yet necessary in order to give to the very large spring and very short crankarms, necessary for carrying a railway-car body, the easy and free vibration required. The eye or hearing at the lower end of each link should have a similar elongation to allow the crank-pin or eye on the end of the spring crank-arm to roll in thelink-bearingin amanner similar to the spring in the elongated journal-box, and this is one reason why it is best to hang the springs on long free links.

By inclining these spring-links outward at their lower ends I accomplish all of the objects of such inclination described in my said pending application, and at the same time utilize the links for both purposes ofspringlinks and outwardly -inclined bolster links. These links give to the bolster the desired lateral freedom,and by their inclination may pose.

sibly secure sufficient lateral steadiness to the car, and undoubtedly would ifthe draft-links are used as described and shown, as they would co-operate with the outwardly-inclined links in controlling the lateral movement of the bolster. These draft-links are shown at g and g, and may be attached at other convenient parts ofthe truck to serve the purpose. They should be arranged to draw from IOO either direction, because the car is designed to be drawn in either direction. Such a frictionless draft might be arranged both to .pull or to push, or links might be made in pairs and attached out near the ends of the bolster, or mechanical equivalents for tbem,wh ich will break or obviate the great frictional adhesion of the supports between the wheels and car caused by the draft of the train, and which it is necessary to overcome before any spring can act to remove or effectually diminish the jar and vibration of the wheels upon the car. The eyes or perforations in these draft links or rods are elongated to permit the vertical vibration of the ends connected with thebolster; or other suitable provision may be made for that purpose, care being taken, however, to prevent undue backward and forward vibration of the bolster,

The brake-bars (indicated at H H) are suspended from the longitudinal sills A and A by pendent pivoted links h and h at each end, said bars being arranged between the wheels and in suitable relation thereto to adapt the brakes H to be readily brought to bear upon the wheels, the ends of the brake-bars resting I in suitable pendent loop-brackets, I, secured to the lower face or side of the sills Aand A, as shown. These loops serve to guide and detached or broken.

hare pivoted, by preference, to the outer sides of the sills Aand A, and to the ends of the brake-bars outside of the pendent brackets H, as shown, leaving the space outside of and between said sills and between the axles free and unobstructed for the operative movements of the bolster and its attachments and of the brake-actuating mechanism.

In a truck having eqnalizingbars, as in ordinary eartrucks, or such as shown in my pending application above referred to, the equalizing-bars may be attached to the jourrial-boxes, in which case the draft-links may be pivoted to the equalizing-bars and to the truck-brackets.

Vhen the brakes are applied to the wheels to stop the train, the greatly-increased resistance of the wheels and the great increase of draft upon them, caused by the momentum of the train, proportionally increases the pressure between the ordinary vertical supports of the car and the resulting friction between the surfaces. The momentum of the car being often several times its own weight, it is obvious that operating against the great resistance of the wheels when the brakes are applied, a pressure and friction between the car-supports is often caused sufficient to prevent the action of the car-springs and give the car nearly all of the jar of the wheels. This is especially annoying in sleeping-cars, and very disagreeable in all passengercars. An anti-friction draft-connection of the car to the wheels, as above described, remedies this effect of the draft upon the springs by permitting their free action as perfectly when the brakes are applied to stop or overcome the momentum of the car as when it is being drawn forward by the locomotive.

Having now described my invention, I claim as new- 1. In a railroad-car truck, the long re curved springs and the short crank-arms, in combination with the pendent links connected with said crank-arms, substantially as described.

2. In a railroad-car truck, the long recurved springs and short crank-arms, in combination with the pendent links inclined outward toward their lower ends and secured at said ends to said crank-arms, substantially as described.

3. In a car-truck, the long recurred springs provided with short crank-arms, in combination with the pendent links supporting said crank-arms and springs, and with journalboxes having slightly-elongated bearings for said springs to roll in, substantially as described.

4. In a cartruck, the long recurved springs,

'in combination with and secured to the bo1- cated between contiguous cross-sills, by which its movement is limited, in combination with the pivoted links or anti-friction draft attachment adapted to permit such limited movement of the bolster, and the springs upon which said bolster is mounted, substantially as de scribed.

6. In a cantruck, the bolster suspended by swinging links in such manner as to be free in every direction, except as controlled by and in combination with the springs, spring-bars, steadying-pieees, and draft-links, substantially as described.

7. A car-truck frame constructed as described, in combination with the bolster suspended therein by means ofpendent links, and controlled in its position longitudinally of the truck by the anti-friction draft-links, substantiall y as specified.

8. The anti-friction draft-links interposed between the car and wheels, in combination with the springs upon which the car is mounted, substantially as and for the purposes specified.

9. The anti-friction draft-links, in combination with the laterally-vibrating bolsterlinks, for the purposes, and substantially as described.

10. In a car-track, the draft-links connecting the car-body with the truck or wheels, in combination with the springs interposed between said car-body and the truck, for the purposes described.

11. The combination, with the car-truck, of anti'friction draft-links arranged to draw said truck in either direction, substantially as described.

12. In a car-truck, the brakes and wheels attached to the truck-frame, in combination with and arranged to act upon the bolster only through the medium of the interposed springs and draft-links, substantially as described.

In testimony whereof I have hereunto set my hand this 3d day ofSeptember, A. D. 1884.

JUDsoN O. N IoHoLs, S. F. HUBBARD.

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